woodard



W. E. WOODARD LOCOMOTIVE.

Filed April 20, 1923 2 Sheets-Sheet 1 INVENTOR 0; A TTORNEYJ' WIT/16%. Aha/$ 47 Dec.;, 1924- W. E. WOODARD LOCOMOTIVE Filed April 20, 1923 2 Sheets-Sheet 2 &

[N VENTOA mwms A 'ITORNE V5 Patented Dec. 2, 1924.

' UNITED STATES WILLIAM E. WOODARD, OF FOREST HILLS, NEW YORK.

LOCOMOTIVE.

Application filed April 20, 1923. Serial No. 633,346.

To all whom it may concern:

Be it known that I, lViLLiAM E. VVooDARn, a citizen of the United States, residing at Forest Hills, in the county of Queens and State of New York, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

This invention relates to locomotives and is in part a continuation of my application Serial No. 576,788, filed July 22, 1922, on locomotives.

One of the primary objects of my invention is the provision of an arrangement whereby it is possible to apply a booster motor for aiding and assisting the main driver of the locomotive in starting and at slow speeds, of greater size and power than heretofore possible and to employ such power with full effect, thereby making it possible to still further increase the capacity of the locomotive in starting heavier trains and maintaining them under way at slow speeds.

I accomplish the foregoing, together with such other objects as may hereinafter appear or are incident to my invention by means of a construction which I have illustrated in the accompanying drawings, in preferred form, wherein:

Fig. 1 is a side elevation of the rear portion of the locomotive boiler and fire box, illustrating the application of my improvements thereto; and

Fig. 2 is a rear elevation of Fig. 1, drawn on an enlarged scale, and partially broken away.

In carrying out my invention I provide the locomotive with the usual main frame 7 supporting the weight of the boiler S and the front end and having the main drivers 9, operated in the usual manner from the main engines. I terminate the main frame about at the plane of the juncture of the fire box 10 and the boiler 8, and extending rearwardly from the main frame and articulated therewith is a supplemental frame 11 through which pulling stresses from the main frame are transmitted, the supplemental frame being provided with a foot plate 12 at the rear for the draft connection to the tender.

This articulated frame 11 carries two axles 13 provided with wheels 14:. The axles are journaled in boxes 15 and the side pieces of the frame and such boxes are outside the plane of the wheels 14, as will be clear from inspection of Fig. 2.

This arrangement of supplemental frame beneath the fire box carrying two axles, and arranged as described, provides far greater space beneath the fire box than has heretofore been available and not only makes it possible to employ a larger fire box, but also the larger ash pans which would be required for larger boxes, and also provides greatly increased space, in addition, fora booster motor. Thus I am enabled to use a booster motor for driving the rear axle of the articulated frame which is of greater size and power than heretofore. This booster motor is indicated at 16 in Figs. 1 and 2 and it will be understood that it may be of standard construction, such as heretofore employed, with the exception that it is of greater size and power. The booster motor drives the axle through gearing (not shown) in a manner well understood in this art. The provision of a large power booster motor makes it possible for me to utilize the entire adhesive weight upon both axles of the articulated trailer unit for driving purposes, to which end I provide the axle with cranks l7 beyond the boxes and couple the cranks with connecting or side rods 18. The revolving weights are counterbalanced as indicated in Fig. 1, so that there is no tendency to pound the rail. It will, of course, be understood that the weight of the locomotive parts to the rear of the boiler is transn'iitted to the trailing axles through the spring-equalizing mechanism 19.

The utilization of the full adhesive weights carried on the trailing axles and the larger power of the booster motor, makes it possible for the locomotive to effectively start and maintain in motion at slow speeds, heavier trains than heretofore, and, in addition, the coupling of the trailing axles for driving purposes eliminate difficulties which would otherwise be encountered in a twoaxle construction, one of which is boosterdriven, and simplifies the mechanism.

What I claim is:

1. The combination in a locomotive of a main frame supporting the major weight of the locomotive superstructure, a supplen'iental frame articulated to and extending rear wardly of the main frame beneath the lire box and supporting the weight thereof and transmitting pulling stresses, a pair of spaced axles in said supplemental frame having; wheels, cranks on the axles, side rods connectingthe cranks,- and. a booster motor driving the rear axle of the supplemental frame.

2. The combination in a locomotive of a main frame supporting the major Weight of the locon'iotive superstructure, a supplen'iental frame articulated to and extendingjrear- Wardly of the main frame beneath the lire box and supporting. the Weight thereof and transntiitting pulling stresses, a pair of spaced axles in. said supplemental frame having'wheels,a booster motor driving, one

15?? (if-said axles of the supplemental frame, and

means for driving the second axle of said frame fromsaid first axle.

3. The combination in a locomotive of a main frame supporting the major Weight of the locomotive superstructure, a supplemental fran'ie articulated'to and extending rearwardly of the main frame beneath the fire box and supporting the Weight thereof and transmitting pulling stresses, a pair of spaced axles in said supplemental frame having wheels, at boostermotor,andmeans whereby said'motor drives said: axles.

In testimony whereof I have hereunto signed. my name.

lVlIiLIAM E; VVOODARD; 

